The first generation of the Toyota Camry was introduced in Japan in 1982, and exports to the USA and Europe soon began. The front-wheel drive model was produced in sedan and hatchback bodies and was equipped with 1.8 and 2.0 petrol engines, as well as a two-liter turbodiesel. In the Japanese market the car was also sold as .
2nd generation (V20), 1986–1992
In 1986, the second generation Camry appeared. It was produced at factories in Japan, the USA and Australia with sedan and station wagon bodies. The range of power units included engines of 1.8 and 2.0 liters, as well as a 2.5-liter V6 engine, their power ranging from 82 to 160 hp. With.
3rd generation (V30, XV10), 1990–1996
The third generation Toyota Camry with the factory index V30, which debuted in 1990, was intended only for the Japanese market. The export version of the XV10 was similar in design, but it was larger, heavier and had a different design, and in Japan such a car was sold under the name Toyota Scepter.
The “Japanese” Camry had versions with sedan and hardtop bodies (sedan without a central pillar). The car was equipped with four-cylinder engines 1.8, 2.0, 2.2, as well as V-shaped “sixes” with a volume of 2 and 3 liters. There was also an all-wheel drive version in the range.
Introduced in 1991, the “American” version of the model was offered in sedan, station wagon and coupe body styles. The basic version of the Camry was equipped with a 2.2-liter engine (130 hp), and more expensive versions were equipped with V6 3.0 engines with a capacity of 185–190 hp.
4th generation (V40, XV20), 1994–2001
In the fourth generation, the division into Japanese and export versions of the model was maintained.
Toyota Camry for the local market with the V40 index began to be produced in Japan in 1994. The car was offered only with a sedan body, but as before it had a platform model. The cars were equipped with 1.8 and 2.0 petrol engines, as well as a 2.2-liter turbodiesel. All-wheel drive transmission was available in combination with 2 and 2.2 liter engines.
The export Camry XV20 model of 1996 was sold, including on the Russian market, in my homeland I was known under the names Toyota Camry Gracia. The technical part has not changed compared to the previous generation cars: 2.2 and V6 3.0 engines with a power of 133 and 192 hp. With. accordingly. In the late 1990s, coupes and convertibles began being offered to American buyers.
5th generation (XV30), 2001–2006
The fifth generation Toyota Camry sedan, well known in Russia, was produced from 2001 to 2006 only with a sedan body. We sold cars with 2.4 (152 hp) and V6 3.0 (186 hp) engines; paired with a less powerful engine, a four-speed automatic was an option, and in the second case it was included as standard. In other markets, for example, in the American, a version with a 3.3-liter power unit was also offered, and in Japan, the Toyota Camry was sold only with a 2.4-liter engine and an automatic transmission, but could have all-wheel drive. Sales of this model in Western Europe were discontinued in 2004.
6th generation (XV40), 2006–2011
The sixth generation of the model was introduced in 2006, and in 2007, the assembly of Camry sedans began at a plant near St. Petersburg. The basic version for the Russian market was equipped with a 2.4-liter engine (167 hp) paired with five-speed gearboxes, manual or automatic. The more expensive version had a 3.5-liter V-shaped six (277 hp) and a six-speed automatic transmission. As a result of the 2009 restyling, the Toyota Camry received a slightly updated appearance.
In other markets, a version with a 2.5-liter engine with a capacity of 169–181 hp was also offered. With. and an option with all-wheel drive transmission. Another modification is the Toyota Camry Hybrid with a 188-horsepower hybrid power plant, the electromechanical part of which was borrowed from “”, and the gasoline engine had a volume of 2.4 liters. In China and the countries of Southeast Asia, a slightly different model was sold under the name Camry - a larger sedan created on the same platform.
Toyota Camry engine table
| Version | Engine model | engine's type | Volume, cm3 | Power, l. With.Note | |
| 1AZ-FSE | R4, petrol | 1998 | 155 | 2006-2009, not available in Russia | |
| 2AZ-FE | R4, petrol | 2362 | 158 / 167 | 2006-2012 | |
| 2AR-FE | R4, petrol | 2494 | 169 / 179 | 2008-2012, not available in Russia | |
| 2GR-FE | V6, petrol | 3458 | 277 | 2006-2012 | |
| Toyota Camry Hybrid | 2AZ-FXE | R4, petrol | 2362 | 150 | 2006-2012, hybrid, not available in Russia |
Toyota Camry XV 40, sixth generation. Years of production (2006-2011)
In Russia, cars with 2.4 and 3.5 liter engines were presented, with automatic and manual gearboxes. Powers ranged from 167 hp. up to 277 hp, which in principle was acceptable for this type of car. The model was quite dynamic, but not too voracious with adequate operation. If the owner gave free rein to his right leg, then the consumption could easily exceed 14-15 liters in the city. Probably the main drawback in the engine line is the lack of diesel options.
Whether this is a design flaw or a miscalculation of the engineers who installed an automatic transmission not designed for a powerful 3.5 V 6 is difficult to say. There is another guess: perhaps when assembling automatic transmissions at other Toyota factories around the world, parts of lower quality than Japanese ones are used, so those who are lucky enough to purchase a purebred version drive half a million km without problems, while others have to stop by for service and leave it at them their hard earned money.
Signs of an automatic transmission problem: throttle shifting when switching from 3rd to 4th gear, and extraneous sounds may be observed while driving in a not warmed-up gearbox.
The reason, as experts say, is the loss of oil pressure due to the destruction of the support bearing and wear of the clutches.
There are almost never any questions regarding the automatic gearbox for the 2.4 liter engine. The more rare the problems.
EngineV 6, errorCheckV.S.C.System
A fairly common mistake on 3.5 liter engines. Basically, as the owners of the XV 40 say, there is no need to worry; there are often cases when the error disappears on its own after a certain time; the VSC sensor can make itself felt due to technical shortcomings of the system.
If after a while the error does not go away, but the car drives normally, check the sensor itself. It may need to be replaced.
If the engine is unstable and the indicator lights up, the ignition coil will have to be replaced.
They also write on the forums that they managed to “solve” the error problem by replacing the battery.
Cooling pump
With a mileage of 80,000-100,000 km, the cooling system pump may fail. The problem is solved by replacing it with a new one.
Drive belt tensioners
Also considered one of the weak points. They will warn about their imminent “death” with a quiet clicking sound. This usually happens with a mileage of 90-110 thousand km.
Bendix starter
If, when starting a cooled engine, you hear a metallic grinding sound, most likely the starter overrunning clutch (Bendix) is to blame. This happens due to thickening of the lubricant.
Suspension
The suspension, like the entire car as a whole, is indestructible. The main problem parts are the front and rear stabilizer bushings, which give themselves away with a characteristic creaking sound when driving over uneven surfaces.
Noise insulationCamry XV40
Another miscalculation that some owners talk about reproachfully is the car’s poor sound insulation. The engine compartment, doors and arches transmit too many extraneous sounds.
|
Average cost and average mileageToyota Camry XV40 |
||
|
Year |
Average cost |
Mileage (according to the indicated owners) |
|
2006 |
550.000 |
150.000 |
|
2007 |
600.000 |
130.000 |
|
2008 |
650.000 |
100.000 |
|
2009 |
700.000 |
95.000 |
|
2010 |
750.000 |
85.000 |
|
2011 |
800.000 |
79.000 |
Result:
If you are looking for a reliable car in the mid-price category, the previous generation Camry is your choice. How pre-restyling version, as well as the model produced from 2009 to 2011, are excellent for use in style, minimum cost, maximum driving pleasure.
The most acceptable option is with a 2.4 liter engine and automatic transmission. This model combines the same legendary reliability and high level of comfort.
To understand why the Toyota Camry with all-wheel drive has held one of the leading positions in the automotive market for many years, it is necessary to consider the moment of its creation and track the entire path of its development and improvement. This is how we can figure out how such a car brand has undergone all stages of modernization and is now one of the modern and desirable acquisitions of true connoisseurs of automotive grace.
Stages of creating and modernizing a car
Stage 1
The first acquaintance with the Toyota Camry occurred in the Japanese car market in the early 1980s, but the car was sold under the name Toyota Vista. After a short time, it was already exported to European countries and the United States of America. This car had sedan and hatchback bodies, was equipped with a 2 liter turbodiesel, as well as 1.8 and 2 liter petrol units.
Stage 2
The next stage of development came in 1986, when factories in Australia and the United States of America produced the brand with sedan and universal bodies. The newest configuration contained engines of 1.8–2 liters, a six-cylinder V version of 2.5 liters and power from 82 to 160 horsepower.
Stage 3
The next modification of the Toyota Camry was created by Japanese car factories in the middle of 1990, had a V30 value and was intended exclusively for sales within the country.
The version intended for export had the index XV10, had the same denomination, but was larger in size, weighed heavier and had a different appearance.
In Japan itself, the brand was sold as the Toyota Specter sedan and hardtop. Buyers were offered a car in an all-wheel drive version, equipped with 4-cylinder units of 1.8, 2, 2.2, and a V-shaped engine of 2.3 liters with 6 cylinders.
The 1991 model, demonstrated in America, was produced in sedan, station wagon and coupe versions, equipped with a 2.2-liter engine with a power of 130 hp. With. The most expensive types had V6, 3 liter and 185–190 liter units. With.
Stage 4
In the next branch of modernization, Toyota Camry was divided into a model for Japan and an export version.
For sale in Japan, Camry with the value V40 began production in 1994. The car had a sedan body and retained the hybrid platform with Vista. This brand of car was equipped with a 1.8 and 2 petrol engine and a 2.2 liter turbodiesel. All-wheel drive transmission appeared with 2 and 2.2 liter engines.
Camry with the index XV20 has been presented for export since 1996, including the Russian car market, but in Japan it bore the name Daihatsu Altis and Toyota Camry Grace and did not undergo any technical changes.
Since 1991, the Toyota Camry Solara coupe and convertible have been sold to American car enthusiasts.
Stage 5
Toyota Camry, produced for 6 years, starting in 2001, had a sedan body and became popular in Russia. In our market, the car had the following engines:
- 4, power 152 hp. With. and a four-speed automatic transmission (as an option);
- V6 3.0 and 186 hp. With. (standard).
Stage 6
At the beginning of 2006, a new generation of Toyota Camry models was presented, and immediately in 2007, the assembly of Camry sedans began at the domestic plant, which is located in the Leningrad region.
The version for Russia was equipped with a 2.4 liter engine. and 167 l. With. in symbiosis with a “mechanical” or “automatic” gearbox. The most expensive brand was equipped with a V-shaped six-cylinder power plant of 3.5 liters, 277 hp. With. and “automatic” in 6 steps.
- 5 l, power 181 l. With. and all-wheel drive;
- 4 l, power 188 l. With. and mechanical parts from a Prius.
A different model was delivered for sale in China and Asia under the Camry brand - a larger Aurion sedan, assembled on the previous platform.
Stage 7
The last step in modernizing the car took place in 2011, its result is an updated Toyota Camry sedan, equipped with one of three engine options (2.0, 2.5, 3.5) and a six-speed automatic transmission. Cars for our car market are assembled at the St. Petersburg plant.
Conclusion
Having traced the entire history of the creation, transformation and improvement of the Toyota Camry all-wheel drive car brand, we can confidently say that it has rightfully held a leading position in the car markets of many countries for many years. And the constantly new and modernized offer from the manufacturer Toyota annually increases the number of fans of the car.
Vectra 4x4
The "Permanent all-wheel drive" system is in constant readiness when the engine is running. The drive force is automatically distributed between the front and rear wheels using a non-wearing liquid clutch (Visco clutch) in accordance with the instantaneous ratio of the forces of interaction between the tires and the road surface.
With increasing slippage on the front axle (entering a slippery road), a large part of the drive force is redistributed to the rear axle.
To ensure normal braking at speeds above 25 km/h, the rear wheel drive is switched off and immediately re-engaged after the brake is released.
For physical reasons, the braking efficiency of an all-wheel drive vehicle cannot be higher than that of a two-wheel drive vehicle.
Therefore, you should not adopt a risky driving style.
The distribution of the drive force between the four wheels makes it possible, especially in winter conditions, to overcome inclines that cannot be overcome with a two-wheel drive. On descents, however, four-wheel drive offers no braking advantage over two-wheel drive. Overcome such sections of the path carefully.
All wheel drive warning lamp
Lights up when driving, front wheel drive only. If the lamp continues to light after a new start, contact an Orel workshop to eliminate the problem.
Flashing, prolonged activation of all wheel drive. Contact an authorized Orel workshop immediately, but drive with caution as braking stability is limited in critical situations.
All-wheel drive increases traction. Provides benefits when starting off and driving slowly, as well as on slippery roads and difficult areas.
The distribution of drive force between the 4 wheels reduces their slippage, better utilizes the traction of the tires and the road surface, and thereby increases the efficiency of acceleration.
The stability of the strip is improved due to an increase in transmitted lateral forces.
Reduced slippage helps reduce tire wear. At the same time, the durability of tires under the same conditions is higher than that of tires on the drive axle of an all-wheel drive vehicle of the same power.
To ensure perfect running of the machine, use tires of the same manufacturer, design, size and profile.
Regularly check the depth of the profile. The depth of the profile on the front wheels should not be significantly less than the depth of the profile of the rear wheels (maximum difference 2 mm). A large difference leads to jamming of the drive system.
If the wear on the front wheels is greater than on the rear, you need to swap them.
Do not tow at speeds above 80 km/h. Carry out towing with the front axle raised, only with the ignition turned off or fuse 19 removed. Otherwise, the all-wheel drive mode will be activated.
Serial equipment
Permanent all-wheel drive with three non-locking differentials. The distribution of torque between the front and rear axles occurs in the manual gearbox. The traction control function is performed by the ESP control unit (N30/4). Using the Downhill Speed Regulation (DSR) button located on the top control panel (N72/1), the driver can turn the downhill assist function on or off. In addition, using the Offroad button, which is located on the upper control panel (N72/1), you can activate the “Offroad” function, in which case the gear shift points in the automatic transmission will be shifted to higher engine speeds. In addition, depending on the speed and frequency of pressing the gas pedal, the engine control unit adapts to the driving style, and the ESP system activates the ABS function for off-road driving.
Offroad-Pro package (SA)
Permanent all-wheel drive with two locking differentials (center and rear axle) and one non-locking differential (front axle). It is possible to enable a lower gear in the manual transmission. The differential locks are controlled by the manual transmission control unit (N15/7) and the rear axle lock control unit (N15/9)
The DSR key is located on the lower control panel of the UBF(N72)
Using the LR (Low Range) key, which is located on the lower control panel, the driver can change the manual transmission gear ratio.
The driver can lock the center and rear differentials using the adjustment wheel located on the lower control panel.
Offroad-Pro package (additional equipment code 430) consists of: rigid mechanical locking of the center and rear differentials, Shift on the Move SOM function, downhill speed control function, compass, manual automatic transmission mode and includes advanced settings options for air suspension (only in combination with option code 489).
In addition, a car body kit (special equipment code U89) is offered as optional equipment, which includes optical underbody protection at the front and rear made of steel and a chrome radiator grille.
Downhill speed control activation key (N72/1s24)
The downhill speed control function is an assistant when driving in the mountains. When activating this function, the tempomat system must be switched off.
On the instrument cluster (A1), you can set the driving speed from 4 to 18 km/h in increments of 2 km/h. When driving downhill, the set speed can be changed using the tempomat lever. If the driver begins to press the gas pedal while the system is operating, the system is deactivated. If the driving speed does not exceed 35 km/h, the system is reactivated and maintains the previously set speed. If the car accelerates faster than 35 km/h, the system turns off. Additionally, a warning message about system shutdown is displayed on the multifunction display of the instrument cluster.
The system maintains a given speed by influencing the engine, automatic transmission and braking system.
Offroad program switch (N72/1s25)
By pressing the "Offroad" button, the driver acts on the 4ESP, ASR and ABS systems. The automatic transmission switching points also change.
The ESP system activates the 4ESP/4ETS off-road operating mode. In this operating mode, the system will allow the wheels to slip, thereby increasing the traction qualities of the car.
The ABS system will allow the wheels to be locked when braking, which will provide more intense braking when driving off-road. This function is active when the vehicle speed is less than 30 km/h.
The ASR system will slightly reduce engine torque to give the driver better feel of the gas pedal.
The automatic transmission shift points will be shifted to the area of higher engine speed, and when reversing, the second reverse gear will engage.
When driving on a slope of more than 5°, the assistant is automatically activated. In the automatic transmission selector lever position “D” or “R”, when the brake pedal is released, the pressure from the brake cylinders will be released after 1 second. This will allow the driver to more comfortably transition from braking to acceleration.
Components of a vehicle as standard
Transfer gearbox (RTG)
It is connected directly to the automatic transmission and is designed as a single-stage transfer gearbox with a non-locking center differential. Torque between the front and rear axles is distributed in a ratio of 50:50.
The input torque is transmitted through the input shaft (1) to the differential (3). The rear sun gear (3b) is directly connected to the rear axle drive flange (4).
The front sun gear (3a) is connected to the chain drive sprocket (2), which, using a chain (7), transmits torque to the front axle drive flange (6).
Rear axle
We are talking about a conventional bevel differential on the rear axle without locking.
Front axle
We are talking about a conventional front axle differential without locking
Features of a car with the “Offroad” special equipment package
DSR switch (N72/s30)
Slope assist
Functions similar to standard version
Low Range Switch (N72/s31)
Designed to engage a lower gear in the manual transmission. The driver, by pressing the N72/s31 button, which is located on the lower control panel, engages a downshift in the manual transmission.
When you press the N72/s31 key, the manual transmission control unit (N15/7) engages a downshift.
If all the conditions for engaging a downshift are met, then the manual transmission control unit (N15/7) controls the electric motor (M46/2), which engages the downshift. A diode mounted in the LR button informs the driver about the current state of the system.
In addition, a so-called pre-selection function is offered: if the driver presses the LR key and the conditions for changing the manual transmission gear ratio do not match, the diode on the power button begins to flash. During further movement, if the conditions for changing the gearbox gear ratio coincide, a switch occurs. A warning message appears on the multifunction display.
If you press the LR key again while waiting, the preselection function will be canceled. While waiting, a warning message is displayed on the instrument cluster.
The process of changing the gear ratio in the manual gearbox is called Shift on the Move (switching while moving). Shifting from downshift to upshift
The switching function and logic is similar to switching from upshift to downshift.
Diagnostic guidelines
During the process of switching from upshift to downshift and vice versa, the automatic transmission control unit (N15/11), following a signal from the manual transmission control unit (N15/7), locks the automatic transmission selector lever in the “N” position.
If an error occurs during the switching process (a tooth hits a tooth), the switching process will be repeated. If the switching cannot be completed successfully, the control gear will return to its original position.
If for any reason the switching in either direction cannot be completed, the manual transmission remains in the neutral position, and the driver is given an audible and optical warning.
Selecting a lock mode
Using a switch on the lower control panel, the driver can select one of the following locking modes:
1st stage: automatic locking of the center differential, while the rear axle differential remains unlocked
Stage 2: full forced locking of the center differential, while the rear axle differential remains unlocked
Stage 3: full forced locking of the center differential and rear axle differential
Each stage has a functional LED, which lights up when the corresponding stage is turned on.
When the ignition is turned off for more than 10 seconds, the first stage is automatically turned on, if less than 10 seconds have passed since the ignition was turned off, the last selected stage remains on.
In automatic operating mode, the control unit monitors and prevents wheel slip. At the same time, the center differential lock works. The degree of differential lock depends on the engine torque, the selected gear in the automatic transmission, vehicle speed and steering wheel position. If the wheel does slip, the system increases the degree of locking until the differential is completely locked. To actuate the lock, current is supplied to the manual transmission switching valve. As a rule, this happens throughout the trip.
Torque transmission diagram
Torque from the engine is transmitted through the input shaft (1) to the center differential (5). In the center differential, the torque from the sun gear (5d) is transmitted to the satellites (5c) and the satellite axles (5b). The pinion axes are connected to the differential housing (5a) and transmit torque to the differential axles (5f) and bevel gears (5g). Depending on the set gear ratio, the torque from the engine will be transmitted in a ratio of 1:1 (overdrive, the planetary gear rotates as a single unit) or 2.93:1 (low gear, the torque is transmitted through the sun gear, satellites and epicycle to the bevel gears). differential gears (5e, 5h)). The multi-disc package (3) connects the differential housing and the front bevel gear (5h); when it is turned on, the center differential is locked.
The bevel gear (5e) is rigidly connected to the rear axle drive flange (6), which is connected to the rear axle drive drive shaft. The bevel gear (5h) is rigidly connected to the chain drive sprocket (2) and from it, using a chain (11), the torque is transmitted to the front axle drive shaft (10). The output shaft (10) is connected to the propeller shaft of the front axle drive.
When the differential is not locked, the torque is distributed in a ratio of 50:50.
Differential
If the bevel gears (3) rotate at different speeds, the satellites (4) rotate around their axes, which are installed in the housing supports (2).
At the same time, the satellites roll along the bevel gears of the differential, rotating at different angular speeds.
In this way, the angular velocities are equalized.
Planetary series
The planetary gear performs the following functions:
Transmits torque from the engine
Changing the RCP gear ratio
The sun gear (5) of a simple planetary gear set is connected to the input shaft of the gearbox, the carrier (2) is also a differential housing in which the bevel gears of the differential are mounted.
Multi-plate clutch
To lock the center differential, a multi-disc clutch (5) is used.
Using a multi-disc clutch, you can close the outer and inner races together. In turn, the outer race is rigidly connected to the planetary carrier, and the inner race is rigidly connected to the bevel gear of the front axle drive.
Oil pump
A rotary-type oil pump supplies oil to the rubbing parts and bearings of the gearbox. The oil pump is driven from the RCP input shaft
Installation electric motor RKP (M46/2)
The setting motor (M46/2) is a DC worm gear motor. A Hall sensor with an incremental wheel and direction of rotation recognition, as well as a temperature sensor are integrated into the installation motor.
The electric motor is controlled by the manual transmission control unit (N15/7). The electric motor is used to lock the center differential and to change the gear ratio of the manual transmission. In order to switch from differential lock to changing the gear ratio, a switch magnet (Y108) is used.
Switching magnet (Y108)
To switch from locking the differential to changing the gear ratio of the manual transmission, a switching magnet (Y108) is used, which is controlled by the manual transmission control unit (N15/7). The switching magnet is a single-acting magnet, the pressing force is realized by a spring, the squeezing force is realized by an electromagnet.
Absolute sensor RKP (B57)
The absolute sensor of the manual transmission is located on the manual transmission housing on the left in the direction of travel of the vehicle. The sensor measures the rotation angle and uses this value to determine the position of the shift fork in the manual transmission. Data on the position of the manual transmission shift fork is transmitted to the manual transmission control unit (N15/7) using a PWM signal. The absolute sensor receives supply voltage from the manual transmission control unit (N15/7).
Rear axle
Rear axle gearbox
All rear axle units, as well as front axle units, are mounted on a subframe, which is connected to the car body through rubber and hydraulic supports. The rear suspension is four-link. The spring and shock absorber are located one behind the other.
Lock function
The torque distribution between the right and left sides of the rear axle is adjusted by the rear axle locking control unit. The multi-plate rear differential locking clutch is controlled by a mounting electric motor (M70). The electric motor is mechanically connected to a gear (2), the side surface of which rests on an inclined washer (4) through balls. When the gear wheel turns, its side surface rolls along the balls, which in turn, on the other side, roll along an inclined surface. Thus, the rotation of the gear wheel is converted into axial movement of the washer, which compresses the multi-disk package and creates a friction moment in it. When the lock is engaged, the differential housing and the differential bevel gear are connected to each other.
To optimize fuel consumption when the differential is locked for a long time, the gear wheel is held by a magnetic brake, which is built into the electric motor.
Rear axle gearbox installation motor (M70)
The installation electric motor is located on the rear axle gearbox housing on the left in the direction of vehicle movement. The rear axle differential is locked using an electric motor. The command to lock the differential is supplied by the lock control unit (N15/9)
A Hall sensor with recognition of the direction of rotation and a temperature sensor are integrated into the housing of the installation motor.
Front axle
The front axle units, including the steering rack, together with the engine and gearbox, are installed on a welded front subframe. At the same time, the transmission of vibrations from the front axle to the body is reduced; the front subframe is connected to the body parts through rubber supports.
An independent double wishbone design was chosen for the wheel suspension.
The serial version of the vehicle, like the version with the “Offroad Pro Packet”, contains a front axle gearbox with a bevel differential without locking.
The blockage is simulated by the 4-ETS system.
The rear axle units, like the front axle, are attached to the rear subframe, which is attached to the body through rubber and hydraulic supports. The rear suspension is a four-link independent suspension.
The spring and shock absorber are located behind each other
